Still the Benchmark
There are far worse fates to suffer the day a delusional Senator decides to throw a coup (and its resultant traffic chaos) than be in a BMW X5. The Bavarian marquee’s premiere SUV, after all, needs little introduction. Whatever criticism BMW might have endured the first few years of the X5 for its dilution of the brand by pandering to the market’s appetite for SUVs has long since died down as most of us have accepted the evolution. And as SUVs go, the X5 was arguably the first to define the “sport” in the segment, with dynamic performance that gave it the character of a 5-Series on cross trainers. Critics might have smirked when BMW first coined the term “Sports Activity Vehicle” back when “Sports Utility Vehicle” was the proper designation, but the X5 deserves the distinction. It will not go where Land Rovers dare to cross like the odd river or two, but wherever else it can, it will go very quickly. And now in its second generation, the X5 seems to further define the segment.
On visual inspection, it’s tough to tell the new from the old. Same taut lines, same overall silhouette that suggests a fast trail shoe rather than a clunky hiking shoe. The sharper look bears more similarity to the smaller X3, and that’s not a bad thing at all.
Inside, the familiar, severe-looking cockpit that characterizes BMWs is present, with the sweeping dash that’s devoid of unnecessary details, and the instrument binnacle with finely detailed gauges that still look miles better than the current fad of Optitron. Park an old X5 beside the new one and the latter’s length advantage of 7.4 inches isn’t terribly obvious, but it is when you sit at the back. Particularly at the very back, because the X5 is now long enough to afford the option of a third row seat. Lest the purists howl at the further bastardization of the brand, be assured that this Bimmer is not quite ready yet to fade into suburban obscurity. Yes, it will seat 7. Yes, it is positively voluminous inside. No, it is not a glorified shopping cart.
Lent a unit with the 3-liter common rail injected turbodiesel for a 5-day test drive, the X5 covered ground at a rate and pace that would shame many sports sedans. The big diesel is one of the finest in the business, with power and torque that’s better than a lot of gasoline V6’s and V8’s at the equivalent displacement. Past the initial clatter at startup, the CRDi’s engine note fades into the background, only coming to aural attention when you rev it past 3,000 rpm. Even then, the noise is more marine diesel than truck diesel – smooth, rumbling, and unmistakably powerful. 235 horsepower and 52 kg-m of torque will do that to any engine, I guess.
The standard transmission is a 6-speed automatic, and as in the 5-Series, it’s manipulated by an intriguing new kind of electronic shifter. This shift-by-wire technology is controlled by a shiny, silver-accented joystick that mimics most of the normal movements of a conventional shifter; rather like a very expensive controller for the Nintendo Wii. “Park” and the emergency brake are now activated by buttons. On first impression, all this high-tech stuff seems gratuitous and needlessly worrisome to maintain in the long run, but it does free up space in the cockpit for the ashtray and cupholders. Besides, it’s damn fun toggling the gears with the spring-loaded shifter, like being in a video game. Even the iDrive controller isn’t that much of a pain anymore. Once you’ve got it all figured out, setting up your X5 just the way you like it becomes a technical and tactile pleasure. What’s more, the iDrive’s monitor doubles as the TV for your backup sensors and camera when reversing. How cool is that, eh?
And true to its heritage, the X5 is a lot of fun to drive. Not fun in the manner of high strung thoroughbreds, of course, but fun in the sense that travelling fast (and travelling slow) is handled with consummate Teutonic confidence. The front control arm and low-profile, 4-link rear suspension do a superb job of absorbing the road without anesthetizing it. Feedback is transmitted in ‘just right’ amounts through the steering wheel, the brake pedal is firm as a rock, and the monocoque body is stiff as granite. All-wheel drive comes courtesy of BMW’s “xDrive” system, altering the front-and-rear power distribution when informed by wheel-speed sensors. It’s a seamless technology that will let Bimmer owners tackle snow, mud, and inclement weather without a hitch, but river crossings are probably not on the menu. The system also helps the X5’s stability control system, diverting power to the rear wheels when it senses understeer.
The result is a near-perfect ride and the proverbial ‘cornering on rails’ feeling. In traffic, it makes for a comfortable yet secure cocoon, while at speed it’s a cross-country touring machine that doesn’t shirk at the prospect of switchbacks. Fast cross country driving may well be the X5’s forte, because the dynamic handling doesn’t come at the cost of utility. Even with the 2nd row bench seat up and the 3rd row folded (it forms a completely flat load floor), there’s more than enough space for a cooler and several large gym bags.
A trip to
comfort, utility and satisfaction that continues to set the standard for the class.
THE GOOD:
• Taut, athletic looks.
• Dynamic performance.
• Lots of room.
• Surprisingly good fuel economy.
THE BAD:
• Predictably expensive.
THE VERDICT:
• What to buy when the trunk of a 5-Series just isn’t big enough.
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